Airplane and method of control



Aug. 4, 1931.

Rfw. SCHROEDER AIRPLANE AND METHOD OF CONTROL Filed July 176, 1928 6 Sheets-Sheet 2 R. w. SCHRQEDER 7,651 AIRPLANE AND METHOD OF CONTRdL Filed Ju1y 16, 1928 Aug. 4, 1931.

6 Sheets-Sheet 3 I. Q fizz/822227 l ij'cmfd r w 'm w 4, 1931. Rw. SC ROEDER 1.817.651

AIRPLANE AND METHOD OF CONTROL Filed July 16, 1928' 6 Sheets-Sheet 4 Aug. 4, 1931, R. w. SCHROEDER- AIRPLANE, AND METHOD OF CONTROL Filed July 16, 1928 s sneaks-sheet 5 7 Aug. 4', 1931. Q R. w. SCHROEDER 7 1,817,651

AIRPLANE AND METHOD OF CONTROL Filed July 1928 '6 Sheets-Sheet. e

45 V i fia I .40 as 4 fli fffii fgi Ewe M 1532,7922

Patented Aug; 4,1931

Tes-

UNITED STA PATENT oFF cE RUDOLPH' W. SCHROEDEB, OF GI QENGQE, .lILLINOIS AI'BI'ILANE AND m'rnon or common Application filed July 16,

This invention relates to air-planes and method of control. It has among its objects to provide an airplanewith wings formed of two or more articulated-sections. from front to rear, constructed and arranged for relative-movement between sections to vary the camber of the wings by varying or changing the chord line; to provide a plane with; wings des'cribed'in which the car, fuselage, or body is rigidly secured to the front or nose wing sections; to provide an airplane in which the angular relation between the car-body or' fuselage and the earth is normally maintained relatively constant durin variations in the movement of the plane refative tothe earth; to provide an airplane with wing'sections of variable camber, the variation ofwhlch camber is eifected by manipulation of the elevators and/or the horizontal stabilizer;

,toprovide an airplanewith wings of variable camber,'the variation of which may be effected by manipulation of either the throttle or the stick control or both to provide an air;-

plane with movable horizontal stabilizer or I stabilizers, movement-of which may be effected by manipulation of) the throttle control; to provide an airplane with wings of variable camber, such plane .being so con structed and'arranged as to control its conditions of flight as to ascent, descent or level flymg by variation in the camber of the wings rather than by angularwariation orinclina tion'of the entrance portion of thewings and i the fuselage relative to the earth; to provide an airplane with-wings of variable. camber and so constructed and arran "that'fhe angle of attack may be varied wlth'out varia-.

1928. Serial No. 293,219.

- tion in the angular relation. of thebody or fuselage with respect to the earth; and in general to provide an. airplane of novel con struction and operation which will permit relatively rapid ascent and relatively steep descent, the lattervat .a' sharp angle at relatively lesser and therefore safer landing speed than is possible with present day planes. Another object of my invention is to-provide an, airplane of-a construction such that during flight it will automatically tend to maintam its air speed constant without manipulation of the controls; alsoto providean airplane of such construction that the major forces acting thereon, at least during normal 65 flight'conditions, will intersect at a common center or intersection or substantially so, so thatmoments will be substantially elimina-ted,'or minimized to a point readily taken care of in the operation of the plane. Another object consists in a new and novel method of control of airplanes. The above and otherobjects will'be more fully apparent and set forth in the following specification and shlpyvlrli in the. accompanying drawings, in w 1c v Fig. 1;is a plan View of an airplane embodying my invention; a fIffiig. 2 is'a vertical section along line 25-2 0 1.1;.

Fig3i a front elevation of the central portion ofthe plane illustrated in Fig; 1;

.Fig. 4' is a front'elevationwith a greater portion of the wing of the plane illustrated Fig the stabilizer means; v v I "Fig.6 is aplan View of a portion of, the Structure shown in Fig.5;

side showing one position of the wing sector and stabilizer; i Fig. 8 is a view similarto Fig.

osition';

the same elements in another the elements in-still another position;

ing a difi'erent position of the bilizer and elevator;

v I '85 Fig. 5 is a side' elevation of a deta1l"of .Fig. 7 is a diagrammatical view of'one' tions, tail structure,j control rodsand eleva-- 7 s'howin'gi I '95 Fig. 9 is'a-view similar to Fig. 7 showing V Fig. 10 is a view similar to Fig. 8jshowcontrols, sta-' Fig. 11 is a side elevation partially in section of the tail structure; and

Fig. 12 is a plan view of the same.

In the embodiment shown, my airplane comprises generally wings each formed of aplurality of articulated sections, the fuselage and its accessories being rigidly attached to the front wing sections with the power plant, and being further provided with a tail structure movable with the intermediate wing section, horizontal stabilizers and elevators being provided in conjunction with the usual controls' and being further arranged to vary the camber and chord line of the wings under certain conditions, this variation being dependent in so far as the stabilizers are concerned on the position of the throttle.

It is well known to those skilled in the art that airplane wings can be constructed with a camber or with an arrangement of chord line that will render them particularly adapted either for relatively high speed or relatively great lift or for moderate speed and lift, but it has been practically impossible heretofore to obtain all of these results with one construction.' It is obvious that uick lift or rise in starting is desirable, but t e wing construction which would produce such a result is not adapted to efficient speed due to v the consequent. drag. Similarly,

ability to descend at a relatively sharp angle and at slow speed is desirable since it per? mits landing in more confined areas than are now required. My invention obtains these beneficial results, i. e.,the ability to fly at high speed elliciently and the ability to rise and descend at vertical median plane of the body, which is' further provide with the laterally projecting cambered stub Wings 13 having the pivoted supporting tips 14 movable to and from supporting position, which is illustrated in dotted lines in Fig. 3, by any suitable control means (not illustrated).

Wings generally indicated by numeral 15 extend from either sideof the center line of the structure and these wings are each formed of three articulatedsections, the front or nose section 16, the intermediate section 17 and the trailing section 18., The nose sections 16 are formed with the motor block or housing 20, and rigid struts 21, 22 and 23 serve to secure the body or car 10 to the nose sections 16. A vertical strut 21 extends from the motor housing and is rigidly secured to the car 10 also, so that the power plant, its

nected by the hinge 26 in such wise as to slightly space the adjacent lower edges of the nose and intermediate sections (see Fig. 2). In the form shown the nose sections are provided with a sheathing 17 to partially overlie the upper surface of the intermediate sections 17 to prevent the formation of anopen gap or recess between the nose and intermediate sections as the latter are hingedly moved from the former.

The trailing sections 18 are similarly hingedly connected through hinges 27 tothe intermediate sections 17 which are similarly provided with, sheathing 18 partially overlaying such trailing sections. The intermeate sections, in the form illustrated, are'pro-- vided with interiorlylocated trank arms 30 pivoted intermediate their extremities at 30 to the brackets 31-. Connectingrods 33 extendlfromtheupper end of crank arms 30 to the rear of the nose sections 16 to which they are pivotally connected at 16" (see Fig. 2). The front wall of the intermediate sections 17 and the rear wallsof the nose sections 16 are suitably apertured to permit the movement of the rods 33. Similarly, connecting rods 35'are pivotally connected to the lower ends of the crankarms 30 and extend therefrom to pivoted connection with the trailing sections 18 at points. 18". It will be apparent that upon movement of the intermediate sections 17 relative to the nose sections 16, for example, such movement will be transmitted in a definite ratio to the trailing sections18. .This' ratio may be selected as desired by proper d1- mensioning and pivotal location of the crank arms 30. Rigidly secured to or formed with the intermediate wing sections are the tail booms 40 shown as two in number spaced apart as illustrated in Fig. 1, for example. The trailing wing sections 18 are separated or interrupted to provide spaces 42 for the free relative movement of the tail booms 40.

Formed with each of the tail booms at the rear end thereof is a rudder fin 45 extending above and below the boom. Extending be tween and through these fins is the horizontal bar 45, upon which is pivotally mounted the horizontal stabilizer 46,having a crank arm 46 for actuation as described below. The stabilizer is provided with the beam 46 the fins 45 being slotted at 45* to accommodate its movement. Located rearwardly of and preferably complementary in section is the elevator 47 also interrupted to accommodate the chance its negative relation to balance or vertical rudders 49 which arein alignment neutralize the diving moment, and this enwith the fins 45,.being secured thereto by hancingor added depression of the stabilizer rigidly hinge straps 49 or the like. A. cross beam is madenecessary by this decrease or cessa- 47 is rovlded for the elevator sections, and tion of the down flow. j

the ru ders 49 are recessed or cut away at 49 In the present-day planes, it is almost to accommodate the necessary movement of necessary to; effect a manual adjustment or the beam 47, which is also provided with a trimming of the stabilizer to meet this cond1-' crank arm66, the purpose of which is de tion upon landing, as otherwise the enhanced scribedbelow. J nose-heavy effect must be met by increased The tail booms 40 beinginwardly and .force upon the elevator controL formed with the? intermediate wing sections 17, it will be apparent that such .wing' trolled through the rod 65 which is pivotally sections and the entire tail structure may roattached 913-65 to bracket 66 secured to the tate about their pivotal mountings relative to elevators 47-. At its other end the control the nose sections 16 and the car-10. whienrorod 65 is pivoted at .65 to arm 67 of belltation will also result in a difl'erential move-crank 67,- which is pivoted at 67. To the ment of the wing trailing sections 18 with other arm 67 is pivotally attached the link respect to both'the'nose sections and the inter- 69 connected to the angularly disposed arm mediate wing sections 70 of the control stick 71.

The stabilizers 46 are controlled through To check vibratory movement a dash-pot the rods 55 which are pivotally attached at of any suitable construction is located on one end, in the formillustrated, to brackets. the car lO or elsewhere, and with this-coacts The elevators 47 are manipulated and con- 46", which in turn aresecured to the stabithe plunger 76 pivotally attached'at its upper lizers 46. These rods lead forwardly to a end to-an intermediate wing section 17.

pivotal connection at-their otherends at 55 It maybe desirable to vary the normal relv toone end of arm 5750f bell-crank 57, which ative-position of the horizontal stabilizer is .pivotally mounted on the motor housing to accommodate variation in the load in the orother suitable location at 57". The other car or for other reasons, and for this purpose arm 57? of bell-crank 57 is utilized to trans- I have disclosed the following apparatus. mit movement through the rod .59 to the Upon the vertical link 60 is'provided a rothrottle or carburetor control of the motor. tatable hand wheel provided with a It should be noted that the pivotal axis or sheave or pulley 91 around which are carried point 55 may be moved along an arcnpon several turns of an endless cable or rope 92, which also lies theaxis or point 260i hmged the runs of which in turn run over a pair of mediate win sections. Pivotally connected of link (SO-and arm- 57. Ifhis cable 92 runs at 57 to the ll-crank arm 57f,intermediatc around a sheave or pulley 95 which is pivotitsextremitiesfls a vertically mounted link ally su ported by a bifurcated bracket 96 a 60 which leads to the arm 61 of throttle con-i the en of the arm 1579. I Formed with the tlOl handle- 61 pivoted at 61. This COl'ltlOh shaft of thepulley 95 is the eccentric bam' I handle 61 when moved to the right as viewed whichis journaled in the'endof the rod 55.

, in Flg. 2, opens the throttle and simultaneous The above structure, as will be obvious, perly rai sthepivotal point 55 to or toward coniits rotation through the mediumr of the incidence with the hinged ax s 26. hand-wheel 90, of the cam 97 which in turn W1ththe tall full out, movement of the .acts through the rod 95 and arm 46 to vary throttle from "open to closed position has the normal position of the horizontal station'. effects a very appreciable movement of 7 feet markedly, e., its negative ang little or no effect upon the stabilizer. With bilizer. 2 the taiLdepressed, however, movement 'of' The'motor and propeller are preferably so the throttle-control from open to closed posi arranged that theline of ower application k I asses through or near t e hinge line 26. thestabllizer and increases its ne ative efhe ear and associated structure which are e relative to the tail a'xis. s i

' It i he n n s idela to maintain. the so that the-.center of 'ravity thereof with centertof gravity at all tithes in advance of" the "pilot therein lies dlreetly beneath 'or' al the center of pressure of the wing; While mostdirectlybeneath'the-hinge line 26, and

this center of pressure may move toward it .willfbe apparent that any forces tran'smitthecenter' of gravity as the speed of the tedthrough-the taiPbooms to thewin'gs will" plane decreases, there is always a diving moact through the hinge line 26; By this conm nt. caused by the dist n e etween the censtruction' I therefore substantially eliminat .ter of grav ty and center ofypressure. 'VVhen or reduce moments throu h which these varithe engme speed sreduced', the down flow ous, forces might oth'erwlse act to unbalance! :65 from the propeller upon thestabilizer is the plane. in'its' traveh and I am therefore greatly decreased, and it-is-desirableto enenabled to use a shorter and lighter tail.

rig-idly'secured, to the wing nose sections 16. are also preferably constructed and arranged 100' connection between the nose and the interfreely rotatable'pulleys 93 at the i'ntersectionlizers and elevators -16, 47 respectively, may

be initially or temporarily adjusted or set, the tail structure as a unit is free to move with the intermediate wing sections 17. and the tail bo0ms40.

It will also be apparent that the camber of the wings may be varied within considerable limits by relative or articulated movement of the sections of such wings as, for example, in Fig. 7 the camber of the wings or the relative location ofthe chord line thereof isadapted to produce maximum speed ef ficiently while the camber of'the win as illustrated in Fig. 9'is adapted to a esser or more economical cruising speed under less than maximum power. The camber of the wing'as illustrated in Fig. 10 produces a rel atively great lift and would-obviously prevent the attaining-of high speed due to consequent increased drag.

In the operation of the planedescribed, under typical conditions, in starting from rest with closed throttle and the control stick in neutral, as illustrated in Fig. 2, the tail will probably be'in downwardly inclined position as illustrated in-Fig. 8,., but with the stabilizers and elevators depressed somewhat, as illustrated in Fig. 2. The brakes would be on, the motor idling with a substantially closed throttle and the car sup orted on the tips 14 and the wheels 11. throttle now be opened-fully or to normal flying speed position, the pivotal axis is moved to coincidence with the hinged axis 26 about which the'tail structure pivots. This lifts the stabilizers in substantial alignment with the axis of the tail structure, or in what might be termed their normal position relative to the tail axis or structure, leaving the elevators still depressed. Thereupon the current from the propeller striking the depressed elevators will raisethe tail structure about its hinged axis and move the intermediate and tail wing sections correspond- .ingly. This movement of the tail structure has no effect upon the position of the stabilizers because of the coincidence betweenpiw.

otalrpointi 55' and hingedqaxis 26. Such movement-,however, the control stick being :1 v Eheld in neutralfresults inamovement of .the

't'elevators toi co-axialialignmentwith the-tail i structure. This brings the movableelements T tO 'SIIbStSIltlEHy .the'same position'wliich ljis maintainedduring straightaway flying.

'The brakes may now .be released and-the to -rduce suchs I tive lift and the plane will quickly and steeply ascend from the ground.

By setting the horizontal stabilizer to obtain what is sometimes termed a negative tail, i. e., in such position as to receive a downward thrust from the air current, the plane may efiect its climbing without actuation of the control stick by the operator, as the negative tail will function as the air speed increases to depress the tail booms and thereby increase the camber of the wings, which will -then function to 7 uickly raise the plane from the ground as 't e necessary speed is reached. The pilot may then obtain diflerentkinds of flight conditions'as he desires. By throttling down the motor until the wing'lift is equal to the total weight, relatively slow level flight may be obtained.

" On the other hand, the throttle may cruising speed may be obtained by setting the throttle for economical powerde- 'velopment with such actuation of the control stick as to obtain level flight, or if the pilot wishes to obviate having to hold the control stick out of normalposition, the stabilizer may be trimmed or adjusted by the hand-wheel 90 to obtain this result, as for long across country flights.

\Vith the construction illustrated and described, the plane automatically tends to maintain constant air speed. Should the power developed decrease, due to throttle manipulation or missing or on account of some other failure of the motor, the resultant air efiect upon the stabilizer is decreased and the tail rises, whereupon'the camber of the wings is. varied and less lift is exerted so that the plane tends to lessen its angle of climb orstarts to descend until the air e'fi'ect .uponithestabilizer again varies the camber ed. This. result is obtained 'with -the--fnegat1ve' tail referred to above. Thisjact'ioniis assisted by the action oi the elevators whichare raised as the tail rises and therebylimit and correct the efiect'of the stabilizer, as for example, when the power effort is decreased and the tail. rises decreasing the negative efl'ect thereof, the elevator will be raised relative to the stabilizer which results in a negative action from the impact of the air upon the stabilizer, and this tends to force the tail down and prevent a s udden diving act-ion of the plane.

Of course, these actions may be eliminated or varied by propermanipulation of the control stick to obtain the character of flight de-.

sired. It will be apparent that with the throttle in substantially full-on position the pivotal point 55' is in substantial coinci dence with the hinge axis 26, and the stabilizer position remains substantially constant relative to the tail structure, but its absolute position, i. e., with respect to the air, varies with, variations in the position of the tail. During the maintenance of such throttle'condition the elevator position both relative and absolute may be varied by manipulation of the control stick or by movement of the tail. On-the other hand, with the throttle in closed position as illustrated in Fig.2, both -manipulation ofthe' control stic the lift of the plane is increased as is its dragand a steeper glide at less speed results, while the stabilizer has been moved down to continue its negative effect to compensate forthe decreased slip-stream to neutralize or partially neutralize the diving effect of the load acting at the center of gravity.

This automatic functioning of the stabilizer when it has once been set is highly advantageous,as it automatically varies its stabilizing effort to meetwarying conditions of flight, and manual trimming of the stabi- I 5 lizer during flight is obviated, except, as described, for long level flights.

, The center of gravity of the fuselage being located substantially in a vertical plane through the hinge axis 26, and such fuselage being rigidly connected to the nose wing sections 16, the angular relation of the fuselage with respect to the earth remains substantially constant during ascent and level'flight, thereby preventing the shift of center of gravity of the suspended structure forwardly during ascent, which would have the efiect of eliminating a tendency to nose over as the center of support of t e wings moves backwardly under ascent as in present-day construction. Obviously, it may be desirable to make sudden dives, as for example to preventa head-on collision with another plane, and in such event the pilot needs merely to push forward on his control stick, sharply depressing the elevators 47, which will quickly nose the plane downwardly, the fuselage temporarily tilting likewise so as to shift the center of" Also, as the speed of the plane while (living increases, the ne ative eflect of the stabilizer is increased, an this also acts'to bring the plane out of the dive, so that there are two actions which limit the length or time of such a sharp diving action, but 'which nevertheless permit at least a short emergency dive. H Itshould be noted, that I have arranged the car in substantial parallelism with the axis of the wing nose sections and it is normally maintained in substantial parallel relation to the groundduring ascent and descent so that it is possible to land at a relatively sharp v angle if this becomes necessary or desirable.

"This is in contradistinction from present-day planes in which the car is inclined with the wings relative-to theground in ascent or descent and consequently it is imp'ossibleto make what is commonly. termed a threepoint landing without leveling off.

It will be apparent that my invention is I susceptible to 'modification and' departure from the embodiment illustrated and described, and I do not wish to be restricted to i the form 'shownand described except as de-' fined in the appended claims, with due consideration for full range of equivalents of the elements and combinationsrecited there- What I claimis:

7 1. An airplane provided with a wing co mprising articulated sections, a fuselagerigid j -1y formed with one of" said sections,and a tail structure movable with another of said sections relative to the wing section to which said fuselage is attached. v

2. An airplane comprising a wing, a relatively movable tail structure, a 'p1votall y -mounted stabilizer associated with said ta1l structure, control means for said stabilizer, said controlmeans being constructedand arranged for movement into and out of position wherein said stabilizer will remain relatively fixed with respect to said tail structure.

3. An airplane comprising a wing, a pivotally mounted tail structure, a pivotally mounted stabilizer associatedwith said tall structure, and control means for said stabilizer including an actuating member movable intoand out of coincidence with the axis of pivotal movement of said tail structure.

izo

4. An airplane comprising a. wing, said wing being formed of articulated sections, a tail structure pivotally mounted to move with stabilizer associated with said tail structure, and means to-control said stabilizer, said one of said sections, a ivotally mounted out of'coincidence with the axis of pivotal movement-of said tail structure.

5. An air lane comprising a wing, said wing being ormed of articulated sections, a tail structure pivotally mounted to move with one ofv said sections, a pivotally mounted stabilizer associated with said tail structure, means .to control'said stabilizer, said means including a membermovable into and out of coincidence with-the axis of pivotal move- 1 power plant, a fuselage, said wing being formed of articulated sections, said fuse-v lage and power plant being attached to one of said sections, a tail structure attached to another'of said sections to inove therewith, a

pivotally mounted stabilizer associated with.

said tail structure, and means operable upon movement of said tail structure to relatively move said stabilizer.

' 8. An airplane comprising a wing, a

power plant, a fuselage, said wing being formed of articulated sections, said fuselage and power plant being attached to one of ;said sections, a tail structure attached I to another of said sections to move therewith, a

pivotally mounted elevator associated with said tail structure, and means operable upon movement of said tail structure to relatively move said elevator.

' 9. An airplane comprising a ,wing, a power plant, a fuselage, said wing being formed of articulated-sections, said fuselage and power plant being attached to one of said sections, a tail structure attached to another of said sections to -move therewith, a pivotally mounted stabilizer associated with said tail structure, means operable upon movement of said tail structure to relatively move said stabilizer, a pivotally mounted elevator asso ciated with said tail structure, and means operable upon movement of said tail structure to relatively move said elevator.

10. An airplane comprising a wing, a

power plant, a fuselage, said wing being formed of articulated sections, said fuselage and power plant being attached to one of said sections, a tail structure attached to an other of said sections lto move therewith, a I

pivotally mounted stabilizer associated with said tail structure, and means operable upon movement'of said tail structure to relatively move said'stabilizer,said means being operable at will to retain saidstabilizer in fixed position with respect to said tail structure.

11. An airplane comprising a" wing, a power plant, a fuselage, said wing being ormed of articulated sections, said fuselageand power plant being attached to one of said=sections, a tail structure attached to another of said sections to move therewith, a

pivotally mounted stabilizer associated with said tail structure, means operable upon movement of said tail structure to relatively move said stabilizer, and throttle controlling means operatively attached to. said stabilizer control means and operable to render said stabilizer control means either operative or inoperative to vary the position of said stabilizer relative to said tail structure.

12. An airplane comprislng a source of power, a'propelling member actuated therei by, a wing formed of sections,vsaid sections being hingedly connected, said source of powerbeing rigidly attached to one of said sections in such wise that the actuating force of said propelling member will act along a line substantially through the hinged connection between the section to which said source of power is attached and the adjacent section.

13. An airplane comprising a source of power, a propelling member actuated thereby, a wing formed of sections, said sections being hingedlyconnected, said source ,of power being rigidly attached to.one of said sections in such wise that the actuating force of said propelling member will act along a line substantially through the hinged connection between the section to which said source of power is attached and the adjacent section, and a fuselage also attached to said section to which said source of power is attached with its center of gravity substantially underlying said hinged connection.

14. An airplane including a 'wing, said wing being formed of a plurality of hingedly connected sections, a stabilizer, and means ina eluding arod operatively vattached to said f stabilizer to adjust the position of the same,

one point of said rod being movable into and the axisof hinging out of coincidence with of said sections. r v

15. An airplane including a wing,-said wing being constructed with three hingedly ing interconnected whereby relative movement of one of said sections will relatively move the others of said sections.

16. An airplane including a wing, said wing being formed of at least two hingedly connected sections;.' a fuselage attached to connected sections, a fuselage rigidly at; tached to the mounted section of said Wing, and a tail structure rigidly attached to another of said sections, all of' said sections beone of said sections, a tail structure attached to another section thereof and movable therewith, said tail structure being provided with a pivotally mounted stabilizer, controlling 1,s17,es1. 1

means for said stabilizer, and means-to render said controlling means either operatlve 'or inoperative to move said stabilizer relative necting said sections to relatively move them all upon movement of one, a source of power,

and a fuselage attached to one of said sec tions, a tail st'ructureattached to another of said sections and movable therewith, said tail structure being provided with a pivotally mounted stabilizer, and means to' vary the position of said stabilizer relative to said tail structure. 18. An airplane comprising a wing formed of articulated sections, a fuselage attached to one of said sections, a tail structure attached to another of said sections. to move therewith, and means to retard .or dampen the movement between said sections.

19. An' airplane comprisingawing formed of hingedly connected sections, a fuselage attached to one of said sections, a tail structure attached to another of said sections to move therewith, a pivotally mounted stabilizer associated with said tail structure, a pivotally mounted elevator associated with said tail structure, controlling means accessible from said fuselage for relative movement of said stabilizer, and controlling means accessible from said fuselage for movement of said elevator. a 20. An airplane comprisinga wing formed of hingedly connected sections, a fuselage at: tached to one of said sections, a tail structure attached to another of said sections to move therewith, a pivotally mounted stabilizer associated with said tail structure, a piv- 'otally mounted elevator associatedwith said tail structure, controlling means accessible from said fuselage for relative movement of said stabilizer, controlling means accessible from said fuselage for movement of said elevator, and throttle controlling means operatively attached to said stabilizer controlling means and operable to lander the latter either operative or inoperative for stabilizer movement.

21. An airplane comprising a wing, said wing being formed of articulated sections, a fuselage attached .to one of said sections, a tail structure attached to another of said sections to move therewith, a pivotally mounted stabilizer associated with said tail structure, and means operable upon movement pf'said tail structure to vary the relative'position ofsaid stabilizer with respect thereto.

22; An airplane comprising a wing, said wing being formed of articulatedsections, a tail structure attached to one of said sections to movetherewith, a pivotally mounted sta bilizer and a pivotally mounted elevator aswith sai means for said stabilizer and controlling sociated with. said tail structure,'and means to effect movement of said stabilizer and elemeans .for said elevator, each of said means being operable upon movement of said tail structure to effect movement of said stabilizer and elevator, said stabilizer controlling meansbeing arranged for operation or inoperationat the will of thee erator.

24. An airplane comprising a wing formed of articulated sections, a fuselage attached to said wing, a tail structure attached to one I of [said wing-sections and movable therewith relative to said fuselage, a pivotally mounted stabilizer associated with said tail structure, a pivotally mounted elevator. also associated with said tail structure, and controlling means for said stabilizerand controlling means for said elevator, each of said means vbeing operable upon movement of said tail structure to effect movement of said stabilizerand elevator in opposite directions.

25. An airplane comprising a wing'formed of a plurality of articulated sections, a fuse lage and a power plant attached to the nose section of said wing, a tail structure attached to the intermediate section of said wing and movable therewith, and means to impart relative movement to the trailing section of said wingupon movement of said intermediate section with said tail relative to said nose section. v 4 a 26. An airplane comprislng a wing of variable camber, a fuselage carried by sald w ng, and a tail structure associated with said wlng, said tail structure bein relatively movable with respect to said fuse age to vary the camber of said wing.

27. An airplane comprising a wing of variable camber, a fuselage carried by said wing,

a tail structure associated with said. wing,

said tail structure ,bein relatively movable with respect to said fuse age to vary the camber of, said wing, and'means actuatable toeffect such movement of said tail structure, the last named means including a stabilizer and means to vary the position of the same relative to said tail structure, said last named i mentthereof.

means being operable at will to retain said riable camber, a fuselage carried by said wing,

a tail structure associated with said wing,

said tail structure being relatively movable with respect to said fuselage to vary the cam: ber of said wing, means actuatable to effect such movement of said tail structure, said means including a pivotally mounted stabilizer and apivotally mounted elevator, means to effect adjustment of the relative position of said stabilizer, and means to effect adjustment of the relative position of said elevator, said stabilizer adjusting means being opera .able at will to retain said stabilizer in fixed relative position with respect to said tail structure during movement thereof. 7

31. An airplane comprising a wing of variable camber, a fuselage carried by said wing, a' tail structure associated with said wing, said tail structure being relatively movable with respect to said fuselage to vary the camber of said wing, means actuatable to effect 7 such movement of said tail structure, said means including a pivotally mounted stabilizer and, a pivotally mounted elevator, and means associated with said stabilizer and with said elevator to effect relative movement of each with respect to said tail structure upon movement of said tail structure relative to said fuselage. I f 32. 'An airplane comprising a wing of yariable camber, a fuselage carried by sald wing,

a tail structure associated with said wing, said tail structure bei'n relatively movable with respect to said fuse age to vary the cam,-

her of said wing, ineans actuatable to effect "such movement of said tail structure, said said elevator to effect relative movement of each with respect to said tail structureilpon .movement of said tailstructure relative to said fuselage, said stabilizer movement effecting means being operable at will to retain said-stabilizer in fixed-relative position with respect to said tail structure during move+ wing being of variable camber, 'a fuselage carried by, said wing, a'tail structure associated withsaid wing and movable to, effect variation in the camber thereof, "a pivotally wing being of variable camber, a fuselage carried by said wing, a tail structure associated with said wing and movable to effect variation in the camber thereof, a pivotall mounted stabilizer associated'with said tall structure, means to vary the relative position of said stabilizer upon movement of said tail structure relative to said fuselage, and means to' manually actuate said stabilizer moving 'means.

35. Anairplane comprising a' wing, said wing being formed of articulated sections, a fuselage attached to one of said sections, a tail structure attached to another of said sections to move therewith, a pivotally mounted stabilizer asociated with said tail structure, means operable upon movement of said tail structure to vary the relative position of said stabilizer with respect thereto, and means to manually adjust the relative position of said stabilizer. e 36; An airplane comprising a wing of variable camber, a fuselage carried by said wing, and a tail structure associated with said wing, said tail structure'being relatively-movable with respect to said fuselagato vary the camher and chord line of said wing.-

37. An airplane comprising a transverse wing, at power plant, a fuselage carried by sald wing, a tail structure extending from" said wing, a transverse member carried by said tail structure, an elevator rotatable about the axis of said transverse member, and a horizontal stabilizer also rotatable about the axis of said member.

'38 An airplane comprising a transverse wing, a power lant, a fuselage carried by said wing, a tall structure extending from said win'g, a transverse member carried by said tail structure, an elevator rotatable about the axis of said transverse member, and

a horizontal stabilizer ealso rotatable about the axis of said member, said stabilizer and elevator being complementary in their actions. 5

39. An, airplane comprising a ,wing, a V fuselage carried'thereby, a tall piece movable' relative to said fuselage, a pivotally mounted stabilizer carried by .said tail structure, a crank member attached to said stabilizer, 'an actuating rod leading therefrom,

and actuating means operatively associated ,with said rod to actuate said stabilizer, one

point if said rod liing movable into and out of coincidence withthe axis ,of relative movement of said tail structure:

H). An airplane comprising awing, a;

fuselage carried thereby, a tail piece movable relative to said fuselage, a pivotally mounted stabilizer carried by said tail struc;

ture,

cure, a crank member attached to said stabilizer, an actuatingvrod leading therefrom and actuating means operatively associated with said rod toactuate said stabilizer, said last named means including a throttle con trollin means. v

41. n airplane coinprising a wing, a

' source'of power, speed control meansto vary *the powerrdelivered from said source,*'a fuselags carried by said :wing;;a.-tai-l .strjucture relatively movable with" respect to said fusea stabilizer, carried by said tail strucmeans to vary therelative position of said stabilizer uponrelativemovement of said tail structure, and means to render said lage,

last named means inoperative 'at a desired condition of sa1d speed control means.

' source of power, 7 the position of said stabilizenaand a throttle 42. An airplane including a wing, a a stabilizer,means to vary controlling means directly connected to said stabilizer varying'means whereby movement of the throttle controlling means operates thestabilizer varying means.

In testimony whereof, I have signed my name to this specification. 4 RUDOLPH W. SCHROEDER. 

